|Publication number||US4590569 A|
|Application number||US 06/542,165|
|Publication date||May 20, 1986|
|Filing date||Oct 14, 1983|
|Priority date||Oct 14, 1983|
|Also published as||CA1241416A, CA1241416A1, DE3482282D1, EP0160072A1, EP0160072B1, WO1985001794A1|
|Publication number||06542165, 542165, US 4590569 A, US 4590569A, US-A-4590569, US4590569 A, US4590569A|
|Inventors||Mortimer Rogoff, Peter M. Winkler, John N. Ackley|
|Original Assignee||Navigation Sciences Inc.|
|Export Citation||BiBTeX, EndNote, RefMan|
|Patent Citations (4), Referenced by (77), Classifications (19), Legal Events (10)|
|External Links: USPTO, USPTO Assignment, Espacenet|
1. Field of the Invention
This invention relates generally to on-board navigational systems and more particularly to the type of navigational systems which continuously display in a plan view the present position of a navigating vehicle in relation to its surrounding environment, such as a ship making a passage within a channel or a harbor or the like.
2. Prior Art
Position fixing systems are generally well known and include such systems as Loran and Decca as well as radar, Omega, satellite and inertial navigation systems.
The Loran system is particularly useful because of the high inherent accuracy of the system. In Loran, radio pulses are generated at each of three stations, one station acting as the master for timing purposes, and at least two others, called secondaries, that establish differetial time and thereby vessel position. At the receiving location, the master signal is received first, followed in succession by two or more secondary signals. The difference in time of arrival between the master signal and each of the secondary signals determines the position of the vessel. Each pair of time differences give rise to a family of hyperbolic loci having intersections that mark the position of the vessel. This is a well known form of hyperbolic navigation utilizing a network of hyperbolic lines of position wherein each hyperbolic line represents the locus of all points that possess predicted equal differences in time of arrival between master and secondary. The family of loci of position forms what is commonly referred to as a "grid" which can visually be depicted, for example, by being overprinted as a set of hyperbolas on nautical charts. High accuracy of the time difference measurement is further achieved by phase comparison of the RF carrier within the pulse transmission. Such a system is known as the Loran-C system.
Notwithstanding, Loran is subject to certain anomalies in the propagation delay from predicted values which cause shifts in the Loran grid. Such shifts can amount to position errors and uncertainties of the order of a few hundred yards or more, which can vary over a twelve month cycle. While such errors can be tolerated in certain areas such as in open water, this is not the case where it is desirable to use Loran for navigation within a very narrow channel in a harbor, along a coastline, or within a river.
Accordingly, it is an object of the present invention to provide an improvement in vehicle navigational systems.
It is another object of the present invention to provide an improvement in the accuracy of a navigational system employing a positional fix system including a navigational display.
Still another object of the present invention is to combine two different forms of radio location apparatus and generate therefrom an integrated navigational display.
And yet a further object of the present invention is to combine an on-board differential Loran system with an on-board radar system and generate therefrom an integrated navigational display from an electronic chart stored in memory and generated in accordance with the present vessel position and further superimposing detected radar targets on the chart while suppressing the land mass echoes detected by the radar.
Briefly, a vehicle navigation system is disclosed employing both a highly accurate means for fixing positions and an object detection system along with an integrated electronic display comprising a navigational chart generated from a plurality of electronic charts stored as files in a chart memory and generated in accordance with present computed position of the vehicle as well as local objects which must be observed and/or avoided during transit along a desired course. The system is particularly adapted for combining Loran with radar where ship navigation is desired within a predefined area such as a harbor. In a Loran embodiment, a set of surveyed calibration points at selected locations within the harbor, for example, are initially used to determine virtual base line shifts between a master station and two secondary stations which are stored in memory and subsequently used to calculate vessel position. A plurality of selectively located Loran monitors operate on-shore to track any shift of the Loran grid within the area and periodically transmit offset data of the grid shift to the Loran position fixing system on-board the vessel. An on-board Loran computer, in a differential mode of operation, calculates the vessel's present longitude and latitude at periodic intervals in response to: (a) observed Loran time differences; (b) any monitored grid shift offsets from a reference value; and (c) the virtual base line shifts and coordinates of a selected number, preferably three, of the nearest calibration points. An appropriate electronic navigational chart is retrieved from the chart memory and generated as a color CRT display together with a graphic of the present vessel position and selected alpha-numeric steering and positioning information. Simultaneously the on-board object detection system, e.g. radar, generates a radar image of the area including fixed and moving targets. These targets are first referenced to the coordinates of the navigational chart displayed and thereafter integrated therewith. The integration is achieved by means which operates to further suppress the shore line and adjoining land mass echoes in favor of that provided by the electronic chart.
While the present invention is defined in the claims annexed to and forming a part of this specification, a better understanding can be had by reference to the following detailed description of the invention taken in conjunction with the accompanying drawings in which:
FIG. 1 is a diagram generally illustrative of Loran and the calibration procedure followed in the subject invention;
FIG. 2 is a diagram helpful in understanding the computation of actual position on the surface of the earth in accordance with measured Loran time differences;
FIG. 3 is a block diagram providing a general overview of the navigational system in accordance with the subject invention;
FIG. 4 is illustrative of the navigational display provided by the subject invention;
FIG. 5 is a block diagram illustrative of the on-shore Loran monitor system shown in FIG. 1; and
FIG. 6 is a detailed block diagram illustrative of the preferred embodiment of the on-board navigational system in accordance with the subject invention.
Referring now to the drawings and more particularly to FIG. 1, there is disclosed among other things, a triangulation diagram typically illustrative of a Loran navigational system which is operable to provide highly accurate position fixes applicable to land, sea or aircraft. In the present invention the craft comprises, for purposes of illustration but not limitation, a vehicle such as a ship making a passage in a relatively narrow waterway such as a channel in a harbor or the like.
In general, and as shown in FIG. 1, a Loran navigation system employs the reception of radio pulses received by the vessel or ship S from three stations, a master station M, and two secondary stations X and Y, which are respectively separated from the master station M by the base line distances B1 and B2. At the receiving location S the master signal is received first over the signal path 10 followed in succession by signals from secondary stations X and Y over the paths 12 and 14. As is well known, the difference in time of arrival between the master signal and each of the secondary signals, i.e., Tx and Ty, as referenced to predicted values along the hyperbolic Loran grid, is adapted to determine the position of the vessel S in longitude Ls and latitude λs.
In order to obtain accurate position fixes, however, a number of compensations have to be made for the departure of the Loran grid from its predicted location due to various distorting factors. Among these are the following: (1) Radio waves traveling along the surface of the earth, i.e., the ground wave component of the signal, have their velocity of of propagation effected by the conductivity of the earth over which the signal is passing. Since the path occupied by the radio signal will vary as the receiving location, for example the vessel S in FIG. 1 changes its location, the signals can be affected by varying propagation as the receiver location moves from one place to another. This change in velocity affects the measured differential time of arrival as observed at the position S, creating the possibility of error in position determination. (2) Any changes in transmitter signal timing, especially in relative timing between transmitters, caused by climate changes and signal propagation changes between the master M and the secondaries X and Y, will create errors in the computed position of the vessel S. (3) Any changes in the differential time measurement occurring in the receiver will cause errors in the computation of location.
Presently, Loran systems rely upon the prediction of the time of arrival of radio signals on any place on the earth's surface based upon the knowledge of the earth's conductivity along the route traveled by these radio signals. Propagation velocity is inferred from the values of earth's conductivity measurements that have been previously collected. Various mathematical means are employed to convert these conductivity values into propagation velocities in order to prepare tables or charts illustrating the grid which locates the intersections of hyperbolic lines of position. Unfortunately, the accuracy with which conductivity is known along any specific path between a transmitter and receiver is of a sufficiently low order to restrain the system to accuracies that do not exceed one quarter of a nautical mile.
As a consequence, conventional Loran systems are not used in harbors, rivers or other waters where vessel locations must be known to greater accuracy. Similarly, it cannot be used by land vehicles or aircraft where in the case of land vehicles locations are required to an accuracy of a few feet and in the case of aircraft where positions must be known within a few feet, especially during landing.
In order to overcome this limitation and increase the accuracy of position fixing, the present invention utilizes a calibration process involving a set of accurately surveyed Loran navigation calibration points typically spaced at intervals in the water ranging between one quarter of a mile and one mile, typically every 500 yards, and an on-shore Loran grid shift monitoring system within a predefined region of use. Typically, the predefined area of use comprises a harbor channel, a harbor entrance, an extensive channel in a river, a coastal area or other similar locations.
Following calibration, at least three fixed Loran monitor receivers are installed on-shore in the vicinity of the calibration points and are used thereafter to provide a correction to the observed Loran time differences that occur as a result of the local Loran grid shift. Each monitor, as will be shown, periodically operates to measure time differences at its respective location. The time differences are compared to establish the existence of a shift. The deviation or offset from a previously established reference value of one of the monitors is then communicated to Loran receiving equipment located, for example, on ships or vessels traveling within the specified area of operation so that it may be taken into account when making a position determination as will be explained.
The principle of calibration utilized can be understood with reference to FIG. 1. During the calibration process, the time differences Tx and Ty between signals received from the master M and the two secondary stations X and Y at a plurality of accurately surveyed points or locations S in the water are noted and recorded as well as the longitude L and latitude λ of the respective point. As is known, the secondary stations X and Y transmit after having received a signal transmitted from the master station M over the base lines B1 and B2. Thus signals are transmitted from the secondary stations X and Y after a time which is a function of the delay along the base line plus a coding delay. A calculation is then made of the required separation along the base lines B1 and B2 would account for each of the two received time differences using the coordinates in L and λ of the observed position and the time differences measured thereat as given quantities. In other words, secondary stations X and Y are moved to virtual positions, X' and Y' as shown in FIG. 1, along their respective base lines, B1 and B2 by an incremental distance measured in time along D'.sub. x and D'y which would be necessary to account for the observed time difference. These shifts along the base lines B1 and B2 for each calibrating point represent calibrating offsets which are stored in a memory and are used in a manner to be described to determine present position.
With the knowledge of the virtual base line positions of X and Y at X' and Y' for the plurality of calibration points having respective coordinates L and λ, the corrected geometry can then be applied to Loran signals received and corrected for any grid shift in accordance with the following spherical trigonometric method of calculation.
With reference now to FIG. 2, the master station M has a latitude Lm and longitude λm, while the secondary station X is located at Lx and λx and the other secondary station Y is located at Ly and λy. The vessel's location is at Ls and λs. Knowledge of the station locations, transmission delays and observed time differences, together with the radio propagation speed, places the vessel at an intersection of two spherical hyperbolas.
First knowing the station coordinates Lm, λm, Lx, λx, Ly, a set of calibration point coordinates Lc, λc and the observed time differences Tc c, Ty c at that calibration point, virtual base line delays D'x and D'y are calculated as follows:
Let V be the average propagation speed over water, and let θmc, θxc and θyc be the distance (in degrees) between the transmitters and a calibration point located at Lc, λc.
From the well known great circle distance formula, cos θ12 =sin L1 sin L2 +cos L1 cos L2 cos (λ1 -λ2) θmc, θxc and θyc are derived as,
θmc =cos-1 [sin Lm sin Lc +cos Lm cos Lc cos (λm -λc)] (1)
θxc =cos-1 [sin Lx sin Lc +cos Lx cos Lc cos (λx -λc)] (2)
θyc =cos-1 [sin Ly sin Lc +cos Ly cos Lc cos (λy -λc)] (3)
Expressing in two ways the time between transmission of master signal and reception of the secondary singals, one obtains:
θmc /C+Tx c =D'x +θxc /V (4)
θmc /V+Ty c =D'y +θyc /V (5)
D'x =Tx c +θmc -θxc /V (6)
D'y =Ty c +θmc -θyc /V (7)
D'x and D'y are then used as base line delay values for navigation near the calibration point located at Lc, λc.
Further as shown in FIG. 2, θms, θxs and θys are the distance, in degrees, from the transmitters M, X and Y to the vessel S and are unknown. θmx and θmy are the distances from the master to each secondary, and are derived from the following great circle distances formulas as:
θmx -cos-1 [sin Lm sin Lx +cos Lm cos Lx cos (λm -λx)] (8)
θmy =cos-1 [sin Lm sin Ly +cos Lm cos Ly cos (λm -λy)] (9)
The time elapsed between transmission, the signal from the master station and reception by the secondary stations, corrected for grid shift, can be expressed as,
θms /V+Tx =D'x +θxs /V (10)
θms /V+Ty =D'y +θys /V (11 )
Defining Px =V(Tx -D'x) and Py =V(Ty -D'y), obtained is:
θxs =θms +Px (12)
θys =θms +Py (13)
Taking cosines of both sides yields,
cos θxs =cos θms cos Px -sin θms sin Px (14)
cos θys =cos θms cos Py -sin θms sin Py (15)
Let Bx, By and K be the angles indicated in FIG. 2. Applying the law of cosines to spherical triangles XMS and YMS yields,
cos θxs =cos θmx cos θms +sin θmx sin θms cos Bx (16)
cos θys =cos θmy cos θms +sin θmy sin θms cos By (17)
Equating the righthand sides of equations (14) through (17, the following expressions result,
cos θms (cos Px -cos θmx)=sin θms (sin Px +sin θmx cos Bx) (18)
cos θms (cos Py -cos θmy)=sin θms (sin Py +sin θmy cos By) (19)
Each of the equations (18) and (19) gives an expression for tan θms, so that ##EQU1## To simplify equation (20), let ##EQU2## so that ax, ay, bx and by are all known quantities. Using a trigonometric identity to express cos By =cos (K-Bx) and cross-multiplying the two large terms of (7) results in, ##EQU3##
Since the angle K does not depend on the vessel's position or the observed time differences, it can be determined ahead of time from the MXY triangle via the law of cosines as: ##EQU4## where
cos θxy =sin Lx sin Ly +cos Lx cos Ly cos (λx -λy).
Thus, cos Bx is the only unknown in the left and right sides of equation (8).
For convenience set,
U1 =ax cos K-ay
U2 =ax sin K
U3 =ay bx -ax by
so that equation (22) reduces to
U3 =U1 cos Bx ħU2 √1-cos2 Bx (23)
U3 2 +U1 2 cos2 Bx -2U3 U1 cos Bx =U2 2 -U2 2 cos2 Bx (24)
which is a quadratic in cos Bx, namely
(U1 2 -U2 2) cos2 Bx +(-2U3 U1) cos Bx +(U3 2 -U2 2)=0 (25)
so one gets, ##EQU5## which will generally yield two real and acceptable values between -1 and 1 for cos Bx.
Going back to the left side of equation (21), one obtains ##EQU6## which will yield two values of θms in the desired range 0°-180°. The larger value of θms is discarded.
θxs =θms +Px (28)
ti θys =θms +Py (29)
the diagram is solved and it remains only to compute the actual coordinates Ls and λs.
The distance formulas for θms, θxs and θys yield,
cos θms =sin Lm sin Ls +cos Lm cos Ls cos (λs -λm) (30)
cos θxs =sin Lx sin Ls +cos Lx cos Ls cos (λs -λx) (31)
cos θys =sin Ly sin Ls +cos Ly cos Ls cos (λs -λy) (32)
Expanding cos (λx -λm), cos (λs -λx) and cos (λs -λy) and replacing the two unknowns Ls and λs by three new unknowns f, g and h such that
f=cos Ls cos λs
g=cos Ls sin λs
there results three linear equations in f, g and h which can be expressed in a matrix as: ##EQU7## Since the matrix (33) depends only on the station coordinates, its inverse ##EQU8## can be calculated ahead of time, as follows: ##EQU9##
Calculation of these highly symmetric expressions is facilitated in a well known manner in the present invention by an algorithm which permutes X-data, Y-data and M-data. Later, when time differences are observed, there obtains
f=(C1 cos θxs +C2 cos θms +C3 cos θys)/D (34)
g=(C4 cos θxs +C5 cos θms +C6 cos θys)/D (35)
H=(C7 cos θxs +C8 cos θms +C9 cos θys)/D (36)
Ls =sin-1 h (37)
λs =tan-1 (g/f) (38)
where the sign of λs is determined by
cos λs =f/cosLs
sin λs =g/cos Ls
This method of computation is employed by the subject invention and is implemented by means of a stored program digital computer.
With the foregoing in mind a preferred embodiment of the invention will now be considered. Referring now to FIG. 3, there is disclosed a block diagram generally illustrative of the basic embodiment of the invention, the details of which are further disclosed in FIGS. 5 and 6. As shown, reference numeral 20 designates a navigation computer 20 which has inputs coupled thereto from several different sources, namely, an on-shore Loran monitor system 22, an on-board Loran receiver 24, an on-board radar system 26, a gyro or magnetic compass 28 and a digital memory 30. The memory 30 contains at least three sets of digital data called files including a first file 32 comprising stored files of the longitudes L and latitudes λ and virtual base line delays D'x and D'y of each calibration point where the Loran calibration survey has been previously made as described above. Additionally, the digital memory 30 includes a file 34 comprising preconstructed data files containing information relative to certain way points and objects used in navigating the area of concern. A third file 36 comprises a plurality of electronic charts constructed from actual navigational charts containing longitude and latitude information as to shore contours, channel boundaries, buoys, lighthouses, fixed structures etc. The charts are fed into the memory prior to use and are read out on demand by the navigation computer 20 in response to the vessel's computed position within the area of use for generating a visual map type navigational display. These chart files 36 are, moreover, broken into convenient chart segments, for example, one nautical mile square, and are combined to meet the requirements of any scale chosen by the user. Thus if a three mile square is to be displayed, then nine of the prerequisite one mile square files will be combined to create a chart that portrays the required area.
An integrated Loran/radar display 38 is provided and comprises an electronic chart displayed as a television picture which is presented to the user via a color cathode ray tube, for example, together with a graphic of the vessel's present position on the chart as well as radar targets sensed by the on-board radar 26. Additionally, other calculated alpha-numeric steering and positioning information is displayed alongside of the electronic chart containing the chart generated from the files 36 as well as the radar images; however, the radar's detected image of the shore line and land is suppressed.
Such a display is shown in FIG. 4 and comprises a navigational map portion 40 and an alpha-numeric data portion 42. The map portion 40 comprises the composite of a visual image of an electronic navigational chart generated from the chart files 36 and a superimposed radar image whose scale and geographical coordinates match that of the chart generated. The navigational display is in color, which is particularly helpful in delineating the various features portrayed. For purposes of illustration, land masses 44 are colored yellow, while water 46 comprises shades of blue and white. A graphic of the vessel 48 being navigated is colored, for example, in black, as well as any trail it leaves. A channel 50 is delineated by dotted lines colored in blue or green, while buoys and lighthouses designated by reference numerals 52 and 54, respectively, are normally portrayed in their appropriate red and green colors.
In the preferred embodiment of the invention, radar images, depending upon their strength, are colored either red or magenta. Thus any vessels 56, 57 in the vicinity will be so colored, as well as buoys and other features detected. Any movement of buoys from their respective desired position will immediately become evident since the radar image thereof will be offset from the preconstructed position on the chart generated. The radar's land mass echoes, however, will be suppressed, as will be shown subsequently, in favor of the electronic chart portrayal. As a result, the land is shown in the display portion 40 in the form of an accurately drawn high resolution chart in the color yellow as opposed to a relatively smeared and incomplete image of the radar presentation. The use of a color chart in addition to the suppression of land mass echoes in an integrated display including radar images in the water provides a measure of discrimination and intelligence heretofore unavailable.
All moving targets, moveover, are allowed to leave a trail of positions behind them which aids in establishing the direction of their true motion. Also the length of the trail is the measure of the target's speed. Thus the display provides additional information concerning the movements of potential collision threat with any vessels close to the vessel being navigated.
With respect to the alpha-numeric display portion 42, it basically is comprised of two main sections 58 and 60, which are adapted to provide steering information and electronic positioner information, respectively. The steering information is adapted to provide information as to the scale of the portrayed chart on the right, the heading of the vessel, the next way point and such information as "speed made good", "course made good", "time to go", etc. Insofar as the target positioning data, section 60, one or more targets whose range and bearing are calculated is displayed. Also, shown is a status message such as "all okay", as well as the date and time. All of the alpha-numeric information displayed results from inputs to the navigational computer 20 from the way point and destination files 34 as well as calculations resulting from inputs received from the on-board Loran receiver 24 and the on-board radar 26.
Reference will now be made to FIG. 5 where there is disclosed in block diagrammatic form the details of the on-shore Loran monitoring system 22 shown in FIG. 3. As illustrated, the monitor system includes at least three Loran monitors 62, 64 and 66, comprised of Loran receivers located on-shore at three different locations within the area of use. The three monitors are physically separated far enough apart so as not to be influenced by any same local influence and operate to track the Loran grid shift in the area of use by sensing any deviation from respective reference time difference values. When properly operating, a shift of the local Loran grid will be reflected in similar observed time difference changes in one direction or another by at least two but preferably all of the monitors and a plot of observed time difference over a period of time would reflect this. As shown in FIG. 5, the three Loran monitor receivers 62, 64 and 66 are commonly coupled to a clock 68 which is operable to simultaneously enable the three monitors 62, 64 and 66 at six minute intervals which respectively couple time difference outputs to a time difference comparator 70. During the six minutes preceding the enablement, each monitor 62, 64 and 66 operates to accumulate pairs of Loran time differences measured and maintains a running average of the signals at its respective location. Connection between the time difference comparator 70 and the Loran monitors 62, 64 and 66 are typically implemented by means of modems, not shown, because of the separation between the respective equipment which may be several miles. The time difference comparator 70 operates to check the pairs of time differences received by the three monitors. If all three of the monitors 62, 64 and 66 are tracking properly, acceptable comparison differences will be provided and any one of the three monitor outputs can provide the basis for computing a grid offset for the on-board Loran receiver 24 as well as any other Loran receivers in the area of use. If only two of the monitors are tracking, then the comparator 70 will indicate that fact and one of the two monitors which are tracking will be used for obtaining Loran offset corrections. If none of the time differences acceptably compare with any other pair, then none of the monitors can be used for obtaining grid offset corrections, and thus will wait until the next interval or until such time that two agree.
Assuming that two of the Loran monitors 62, 64 and 66 provide Loran time differences that provide an acceptable comparison, one of the tracking monitor outputs is selected and fed to an offset computer 72 which compares the observed time difference readings of the selected monitor with a pair of reference time differences for that particular monitor and which were previously stored in a memory 74, with the difference therebetween being a measure of the grid offset. This offset is coupled as a time difference correction signal to a radio transmitter 76 by means of a modem, for example, not shown, which then transmits the offset correction signal to an on-board radio receiver 78 shown in FIG. 6.
Referring now to FIG. 6 which discloses the details of the on-board navigation equipment used to implement the subject invention, time difference readings from the Loran receiver 24 as well as the offset data received by the Loran offset receiver 78 is shown coupled to a means 80 for converting Loran time differences to a geographic position of longitude L and latitude λ. For purposes of illustration, the means 80 is designated a vessel position computer, which additionally is adapted to receive inputs from the Loran calibration data files 32 (FIG. 3). The vessel position computer 80 is programmed in accordance with the referenced software to accept time differences from the Loran receiver 24 and correct the received time differences in accordance with any grid offset signals received from the offset data receiver 78, whereupon the present position of the vessel 48 (FIG. 4) is computed with a procedure involving equations (1) through (38).
The conversion of Loran time differences to longitude and latitude (L and λ) is effected in the computer 80 by an iterative converging process which comprises obtaining the proper value of interpolated virtual based line delays D'x and D'y from three calibration points which are nearest to the vessel and whose coordinates L and λ and virtual base line delays D'x and D'y are stored in the calibrating data files 32. In order to interpolate between the three nearest calibration points properly, a first or trial computation of position is made based on observed Loran time difference corrected for any grid shift. Having obtained that position, the calibration files 32 are scanned for these calibration points which are nearest the computed position whereupon interpolated values of base line delay are computed. Using these values of interpolated base line delay, position is recomputed. Values of base line delay are recomputed from the newly recomputed position and a test is made as to whether or not the computed value of virtual base line delay has stabilized within a predetermined tolerance, which if it has, the most recent computed value of position is accepted. If not, the process continues until the computed value of base line delay doesn't change by more than one nonosecond, for example. After a predetermined time interval, e.g. 3 second intervals, the computer 80 resets the Loran receiver 24 to receive a new set of time differences and the position computation process is repeated. The correction for grid offset and this iterative process results in what is termed a differential Loran mode of operation.
The computed vessel position in longitude L and latitude λ appears as digital signals on output bus 82 and is entered into a scan table 84 which is operable to select the appropriate electronic navigational chart for display from the chart files 36 contained in the digital memory 30 (FIG. 3). This is a continuing process and selection is based upon whether or not the latitude and longitude of the present vessel position is such to be contained within the outlines of a chart which may already be displayed. In the first instance, however, chart selection is made based upon the vessel's first calculated position. But as the vessel moves, its position gets closer to an internal chart boundary. This boundary is usually set anywhere between three quarters and two thirds of the distance to the outer edge of the chart boundary. This outlines an internal chart of smaller dimension than the actual chart. Upon crossing this boundary, the selection process is resumed to deliver the next chart to the display, and the process continues as the vessel moves throughout the area of travel. When desirable, however, the chart may be made to move while keeping the vessel stationary.
The chart selected from the chart files 36 is fed to a temporary electronic chart memory 86 which comprises three digital memory matrixes 88, 90 and 92 for the colors red, blue and green, respectively, and which operate to provide TV raster outputs to a cathode ray tube (CRT) 94 via a color table 96 which performs the function of controlling the combination of red, blue and green excitation of the CRT 94 in accordance with the rules laid down for the table. The color table comprises a software implementation of a logic gate which provides an inhibitor function. A synchronizer 98 operates to provide both vertical and horizontal sync signals to the chart memory 86 and the cathode ray tube 96 during the generation of a television picture of the selected chart. Each chart in this embodiment of the present invention which is processed for display possesses a set of origin coordinates such as the latitude and longitude of its lower left corner and at a scale that is established by the specification of its north-south and east-west intervals. In addition, there is an internal boundary that is used as a test for the start of an automatic advance of the chart display to the next chart or chart segments required.
Along with the process of selecting and displaying an appropriate navigational chart dependent upon the vessel's computed position, the vessel position computer 80 is also coupled to a hull graphic generator 100 which couples into the electronic chart memory 86 and is operable to generate the picture of the vessel as shown in FIG. 4 at the latitude and longitude coordinates of the vessel's computed position. As shown, this is generated through the color table 96. In the case where the vessel 48 is to be portrayed in the color black, the color table 96 passes the signals from the hull graphic generator 100 to the CRT 94 without change.
In addition to the display of an electronic chart in response to the vessel's computed position, the computed position output bus 82 is coupled to computer means 102 designated an alpha-numeric data computer which also is coupled to the way point files 34 of the digital memory 30 as shown in FIG. 3, which as noted earlier, contains data as to the location of predetermined way points and other objects needed for making a safe passage through the area of use. The computer 102, for example, is operable in accordance with stored programs included in the reference listing to compute bearing and distance to any way point as well as bearing and distance to any other place or object that is determined by the position of a cursor generated by means 104 which can be controlled by the operator. These calculations are a simple matter of taking the vessel's present position and doing known trigonometric relationships that result in the angle and distance from the vessel's location to some pre-selected position. These results are fed out of the computer 102 and operate to generate display section 42 as shown in FIG. 4. In addition to the foregoing calculations, the computer 124 also is adapted to calculate "speed made good" and "course made good" computations from the succession of computed Loran positions outputted from the vessel position computer 104. This is simply a matter of noting the distance traversed during the time it takes to go from one computed position to the next. By noting the difference is position, the "course made good" computation can also be obtained.
Up to this point what has been shown and described is the generation and displaying of an electronic navigational chart including the vessel's location thereon together with selected alpha-numeric data resulting from the operation of a differential Loran position fixing system. This forms one major part of the invention.
However, the present invention has for its further objective the simultaneous display of a map of radar targets detected by the radar 26 against the background of the electronic chart displayed on the CRT 94. The radar signals contain echoes both from land targets as well as targets in and on the water. The latter are desirable and are displayed while the radar's impression of the shore line and adjoining land mass are undesirable and are prevented from being displayed at all as the following discussion will illustrate. In order to combine the radar display with the navigational chart, however, one must first reference the radar echoes received in the geographic framework of the electronic chart generated rather than the attitude or heading of the radar platform, i.e. the vessel 48. The reason for this is that the radar 26 and its scanning antenna is referenced to the vessel and not the chart.
In order to integrate the radar display and chart into a composite display, three analog outputs are obtained from the radar 26 and are shown in FIG. 6 comprising signals of: (a) the scanned antenna azimuth angle relative to the fore and aft of the vessel; (b) the radar's receiver video signals which include target signals; and (c) the radar's synchronizer pulse. The radar image signals of the target echoes i.e. the video signal, is first quantized and digitized for obtaining range and bearing data which is then converted from polar coordinates into coordinates of longitude and latitude. As shown in FIG. 6, range and bearing information is obtained in digital form by first coupling the analog signal of the azimuth angle of the radar antenna and appearing on signal line 106 to a first analog to digital converter 108 while an analog signal appearing on signal line 110 and corresponding to true North compass bearing and provided by the vessel's compass 28, for example, is fed to a second analog to digital converter 112. The digital outputs of the analog to digital vonverters 108 and 112 are added together in a digital adder 114 which is operable to provide digital bearing signals which are referenced to true North. Simultaneously, the radar signal echoes which reside in the video signal output of the radar 26 on signal line 116 are fed to a quantizer 118 which also has the synchronizing pulse applied thereto from signal line 120. The quantized video output signal from the quantizer 18 is fed to a third analog to digital converter 120 which provides a digital output of range of the target images. The outputs R and θ from A/D converter 120 and the adder 114 are next fed into a polar to rectangular coordinate converter 122 which comprises a digital multiplier. The converter 122 is operable to calculate X=R sin θ and Y=R cos θ which now comprise digital signals expressed in rectangular X and Y coordinates. The X and Y coordinate signals are next fed to a digital adder 124 which is coupled to the digital output signal bus 82 of the vessel position computer 80. The adder 124 operates to add the offset of the vessel's current position in longitude L and latitude λ to the X and Y coordinate signals which operate to inherently and automatically match i.e. align the radar image with the displayed chart so that each target is correctly positioned to a relatively high degree of accuracy on the electronic chart displayed on the CRT 94. In other words, the radar image and the electronic chart will be merged into a composite display.
The quantized video signal from the quantizer 118 is further fed into a temporary radar display memory 126 and target signals are located in either of two matrix memories 128 and 130 calling for the color red or magenta depending upon the signal level of the video signal out of the radar 26 and which appears on signal line 132. For relatively strong signals, the quantized video signals on digital signal bus 134 are stored in X and Y coordinates of the red memory 128 in response to X' and Y' coordinate signals fed out of the offset adder 124, whereas relatively weaker signals are stored in the same fashion in the magenta memory 130. As in the case for the electronic chart memory 86, the radar display memory 126 is controlled by the synchronizer 98 which also controls the CRT 94 and thus operates in timed relationship therewith. Shore contours and the adjacent land mass radar echoes comprise relatively strong target signals and are thus fed into and out of the red memory matrix 128 to the color table 96. Suppression of land echoes including shore contours in favor of that provided by the electronic chart displayed is achieved by means of the color table 96 which operates to inhibit any color signal except yellow from being coupled to the CRT 96 from the memories 86 and 126 if a yellow signal is being fed out of chart memory 86. Since yellow is the color designated for land on an electronic chart, when the electronic chart memory 86 calls for yellow, no red or magenta signals from the radar display memory 126 will be permitted to pass to the CRT 94. However, any red or magenta signals that appear at a time when a color other than yellow is called for, for example blue, green or white, the radar signals colored red or magenta will be passed through the color table 96 to the CRT 94 and will be displayed. Accordingly, all radar return signals will be displayed except those of the shore line and the adjoining land mass.
Thus what is provided is a combined display where the yellow shore line is portrayed in yellow and where the blue water is also capable of displaying red or magenta wherever there is an echo of a ship or other target. In this manner, a clarified display is provided in the sense that instead of seeing a normally relatively fuzzy, smeared and incomplete radar picture, there is presented a sharp yellow drawing of land, while there is provided a clear display of targets that are stationary or moving in the water. Additionally, since a moving target such as a ship is displaced each time a radar sweep occurs, the target will fall in a different place on the screen or the CRT 94 so that a red line is portrayed thereon which results from motion of the target such as another vessel under way. If it is a stationary target such as a lighthouse, the repetitive radar echoes will repetitively be displayed at a single spot. If a buoy, for example, has moved from its designated spot both its present location as provided by the radar and its proper location as provided by the electronic chart will both appear in the composite display. In order to prevent the screen of the CRT 94 from being unduly cluttered with undesirably long tracks, the raster is periodically dumped to provide a fresh image.
Thus what has been shown and described is a new and improved system for radio navigation which is applicable to all vehicles but particularly ships navigating in a harbor or the like. Highly accurate position fixes provided by Loran, for example, is combined with a display of position that is enhanced by means of an integrated display of surrounding targets provided by an object detection system such as radar. While control and computation may be achieved by hardware means, these actions are preferably implemented in software.
While there has been shown and described what is at present considered to be the preferred embodiment of the present invention, modifications thereto will readily occur to those skilled in the art. It is not desired, therefore, that the invention be limited to the specific embodiment shown and described, but it is intended to cover all forms of implementation including all modifications, alterations, changes falling within the true spirit and scope of the invention as defined in the appended claims.
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|U.S. Classification||701/454, 345/634, 342/181, 340/990, 342/52, 701/468, 701/493|
|International Classification||G01C21/20, G01S7/22, G01S7/24, G01S13/86, G01C21/00, G01C21/22|
|Cooperative Classification||G01C21/22, G01S7/24, G01S13/86|
|European Classification||G01S13/86, G01C21/22, G01S7/24|
|Oct 10, 1984||AS||Assignment|
Owner name: NAVIGATION SCIENCES, INC., 6900 WISCONSIN AVE. BET
Free format text: ASSIGNMENT OF ASSIGNORS INTEREST.;ASSIGNOR:ROGOFF, MORTIMER;REEL/FRAME:004424/0594
Effective date: 19841004
|Oct 11, 1984||AS||Assignment|
Owner name: NAVIGATION SCIENCES, INC., 6900 WISCONSIN AVENUE,
Free format text: ASSIGNMENT OF ASSIGNORS INTEREST.;ASSIGNOR:ACKLEY, JOHN N.;REEL/FRAME:004424/0597
Effective date: 19841003
|Oct 18, 1984||AS||Assignment|
Owner name: NAVIGATION SCIENCES, INC., 6900 WISCONSIN AVENUE,
Free format text: ASSIGNMENT OF ASSIGNORS INTEREST.;ASSIGNOR:WINKLER, PETER M.;REEL/FRAME:004424/0601
Effective date: 19841009
|Feb 15, 1990||REMI||Maintenance fee reminder mailed|
|Mar 21, 1990||FPAY||Fee payment|
Year of fee payment: 4
|Mar 21, 1990||SULP||Surcharge for late payment|
|Oct 29, 1993||FPAY||Fee payment|
Year of fee payment: 8
|Feb 14, 1998||REMI||Maintenance fee reminder mailed|
|May 17, 1998||LAPS||Lapse for failure to pay maintenance fees|
|Jul 28, 1998||FP||Expired due to failure to pay maintenance fee|
Effective date: 19980520